Sailing vessel



C.v W. KOELKEBECK.

SAILING VESSEL'. nvrucmowmno nu. a. 192|.

Patented Dec.12,1922`.

'5 SHEETS-SHED l.

I U ,Il r 1 Il i ew ATTORNEYS c. W. A. KO'ELKEBECK.

SAILING vEssEL.

I 4 APRucATloN man MAR. a, 1921.' i. 1,438,246, Patented Deo. 12, 1922.

5 SHEETS-'SHEET 2.

f7 17a/6a FIG. 8.

C. W'. A. KOELKEBECK.

l SAILING VESSEL.

` APPLICATION FILED MAR. 3| I92I. 1,438,246. Patented Dec. 12, 17922.

5 SHEETS-SHEET 3.

I 7c C C. W. A. KOELKEBECK.

SAILING VESSEL.

` APPLICATION FILED MAE. 3| HWI.` 1,438,246.

V Patented Dc. 12,1922.

F/G. I6.

IN VEN TOR SAILING VESSEL.

APPLICATION m50 wm. 3. 1921.

Patented Dec. 12, 1922.

5' SHEETS-shim 5.

llllll'dilllllli im' ArraR/VEYS,

Patented Dec. l2, 1922.

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CARL W. A,KKOELKEBECK, 0F -EITTSBURGI-I, PENNSYLVANIA.

SAILING VESSEL.

'Appie-ation mea March a,

yingdrawings,.forming part of this speciication, in whiche Figure 1 is a side elevation of a portion of a sailing vessel embodying my invention;

Figure 2 is a plan view of the same;

Figure 3 is a transverse section showing a rear view of the rigging; Y f

Figures and 5 are rear elevations, with the sail in different positions;

Figure 6 is a plan view4 showing the proper form of sail for use in connection with my invention;

Figure 7 is asimilar view showing the usual form of sail, Figures 6 and 7 v being comparative views; v

Figure 8 is a side view showing a modiiication;

Figure 9 is a front elevation of the vessel nshown in Figure 8;

Figure 10 is aplan view of the same; Figure 1l is a plan view, and Figure'12 a Side elevation, showing a modicationl'of certain parts;

Figure 13 is a detail plan View showing.

y another modification; i,

modification;

Figure 14 is a view, partly in side elevaltion and partly in vertical section, of the parts shown in Figure 13; v

Figure 15 is a side view showing another -Figure 16 is a plan view of the. vessel shown in Figure 15; v

Figure 17 is a rear elevation of the vessel y shown in Figures 15 and 16.

Figures 18 and 19 are side elevationsof a portion of a rigging showing two further modifications; Y f

Figure 20 is a plan viewgof the yard and trailer device shown in Figure 18; and

Figure 21 is a detail view of the yoke.

Most of the figures of the drawings are largely diagrammatic or conventional.

My invention has relationto sailingvessels, and more particularly to that class of sailing vessels known asforeandaft or schooner-rig sailing vessels. y

The object ofpmy invention is to providel a vessel .of `this character having. a novel 192i. serial No. 449,434." V

i,i,it

rigging which` is more-effective inits action and also provides for 'greater convenience of operation, which has the resultant wind pressure at a l'owerlevel.

The natureofrmy invention will be best understoodby reference tol the 'accompany-l ing drawings, in' which I have shownseveral modiications vof my invention and whichwill now be described, itjbeing' premised, however, that the invention may bevemfined in the appended claims.` ,l

Referring irstfto that form of my invention shown in Figures 2 to 7, inclusive, the numeral 2 designates the hull of the vessel,

bodiedin other ways without departing from e .thespirit and scope of the invention Aas des' the rudder, i the heim, I5 the ma, c the main sheet, 7 the sail or spanker, 8 the boom, 9 the gaif, lOthe throat halyard, 11 the peak halyard, and 12 the ratlines.

One feature ofiny inventionvconsists in i they provision of'mecha'nical means for forcing the gaff 9 into the wind, l so that the gaff is at an entirely diferent angle with the longitudinal axis of the ship than the boom 8.

This difference in angularity may vamountto` as much as 430". v l p In the ordinary sailing vessel, the invention is to have the ksail present a surface of even slant to the wind. lf the middle por` tion ofthe sail has the proper angle with the wind, the boom is necessarily too far into the weather, while the gait is too far to the lee. It will bepreadily seen by ,reference to Figure 4 that in such casesv'theresultant wind pressure, as indicated by the arrow A, willbe in a downward direction, .thusincreasing the burdeny of the ship. lf, however, the gan" be'forced over to the wind, as

- best indicated in Figures 2v` and', the resulte,v ant wind pressure, as indicatedby the arrow kAjinFigure 5, is in an :upwardly slanting direction.' `the vessel vof a part of its of-adding to Variousmeans may be provided for forcingr the 'gaff intothe wind. ln the form shown 'on Sheet 1,.this is effected by means of a yard 18, which is rotatably mounted on the mast 5 vand is coupled to the peak. of the gait by means `of two Sets of blocks and burden, instead tackles 14 and 15. The yard 13 also has the v bracing lines 16 and 17,l which extend rearwardly and downwardly to the deck of the vessel. Assuming the wind to `be blowing over the port beam, it will be apparent that This serves to greatly 'relieve l e starboard side of the vessel; but this Till be resisted by the block and tackle 15,

13 being firmly held against rotative .inoifei nt around the mast by the brace 1?. l the wind .is from the starboard side, then the gafli will be over the port, and the block and tackle 1l; and the brace 16 will come into play.

ln Figures 8, 9, and 10, l have shown my inventionapplied to a two-masted vessel. 1n these figures, corresponding parts .have been given the same reference numerals as in the form first described, but with the aflix By reference to Figa added thereto. ures 8 and 10, it will be noted that the braces 16 and 17 are brought rearwardly at a greater angle, from one mast to the other, and then down to the deck, this arrangement beine" more. favorable to the braces and also for operation vby the sailors, the load not being increased as it would be if the braces were run at a steep angle to the deck.

ln Figures 11 and 12, I have shown a modification in which the gaff 9b, 'he yard 13b, and the tackle members 1113J and 15b constitute a rigid frame. ln this case, the tackle members may be made of metal rods, cables, tubes, or other suitable material. lt will be noted thatv the gafi is forced to partake of any rotative motion that the yard 13b may have around the mast 5b; and that the mariner has it in his power, by using the braces 16h and 17h, to rotate the ard, thus adjusting the at will. The dotted lines in Figure 11 indicate the gaff and yard at a certain angle which they might occupy with the ship on aport tack.

ln Figures 13 and 14e 1 have shown an` other form of means for actuating the Such means comprise a worm gear wheel 19 lixed to the mast 5C and actuated by a worm 20 on the shaft 21, which may be actuated by a hand chain 22. running over a' chain wheel 23V and extending down to the deck. The 9 is provided with a lug or projection 24 which when raised is adapted to be engaged by another lug` or projection 25 on the worm gear wheel 19.

TV hen these lugs are so engaged, the hand lower end andconnected to the mastproper by the crossarms 33. rllhe Alower booms 29 are vertically movable on `the sub-masts by any suitable rigging, while the `middle booms 30 are stationary with respect to vertical movement.

in furling these sails the sailor lifts the lower boom and lower portion of the sail up to the middle boom, and lowers the upper portion of the sail and its gaif, the sails being tied around the middle booms. 1n unfurling the sails, the sailor lifts the upper portions of the sails only, while the lower portions with their lower booms'fall by gravity. ln resting, the sailor can either lower the upper portion of the sail or liftthe lower portion, the latter proceeding being preferred inrough weather.

By having two spanker sails of .this character on one mast, the two sailsqcan act-:in unison, being either spread out wing-.andwing, as shown in Figure v17 .orthetwo spankers may work s ide by side, asshown in Figure 16, there being sufticientispace between the two sails for the wind yto act effectively on the leeward sail. This arrangement does away withthe use ofy a spinnaker, and is more-effective; since the spinnaker is not effective while the shipis tacking ragainst the wind, while in my arrangement both sails are effective :in v,all positions thereof.

1n Figures 15, 16, and 17,1.have also shown the gafs 31as provided withmeans similar to those described in yconnection..Wit/h the preceding figures, whereby theyma-y be forced to Windward. In these figures, :13d designates the yard, 14d andld'theblocks and tackles, and 16d and 17dy the 4braoes, ,for adjusting the yard.

1n Figures 18 to 20 1 have showna modication in which the. rotatable yard 13e` carries a trailer arm 34- extendingalong the gait' and carrying a yoke 35 which, when the gatf 9e is fully raised, will engage the latter to swing it to the desired position. The yard can be swung by the bracefline. 16e and 170, similary toy those previously described. in Figure 18, the sail 7@ is shown as having a peaked or slanting top. 1n Figure 19, the yard and trailer arrangement ofFigures 18 and 20 is shown applied to a square top sail 7f. l'n this ligure 9f-is thega, 13f the yard, Sef the trailer, and 35f the yoke on the trailer. ln this ligure, the ga'f is not fully lifted.

l claim:

1. 1n a sailing vessel of the ycharacter (lescribed, a sail having a boom anda gaf?, and means for forcing the gaif into thev wind so that it will be at any ldesired angle with the longitudinal axis of thership, substantially as described.

2. in a sailing vessel of the character .described, a sail havingha boomand afgaff, a yard pivoted tothe. ships mastandilmeans connecting the yard. and gait, .whereby the yard maybe moved to forcethe gai into the wind, substantially as described.

, 3. n a, sailing vessel scribed, a mast, a sail a gai and ineens operable of the character dehaving a boom and from the deck of the vessel for :forcing` Jehe gaff'into the Wind so that it will be at any axis of the ship.

With Jche longitudinal 4. In a sailing vesse scribed, a mast, a, sail desired angle 1 of JEhe character dehaving a boom and a gan', and means supported hy the mast for CARL W. A.. KOELKEBECK.

oroing the gaff into the yWind so that it 10 

